Signaling system for automobiles and other vehicles



May 24, 1938. H s, DAV 2,113,775 1 SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed 001;. 2a, 1955 9 Sheets-Sheet 1 fly! N.

Z20 Z 204 73 z y 4, 1938. H. s. DAVIS I 2,118,775

SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28, 1935 9 Sheets-Sheet 2 v aa , lnvfgrztor H. s. DAVIS 2,113,?75

SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES May 24, m

Filed Oct. 28, 1935 9 Sheets-Sheet 5' in van tor May 24, 1938.

H. S. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28, 1935 i; g, 60 ONE arc .5 or I FLASHING SWITCH 12 'spzw/lvmzlal :SPEED/NDLT/Od SPEED/NQLZ'IOS 1 L. 00?. 11 I64 :L. DIR. L7. 165 i R. DIR. LZ I66 I .1?. 0m. L.T I67 VEHICLE smosmL JGNIT/ON SW/YZH LIE/477M SWITG-l o/v 0mm SIGML 5mm; or;

ACCELERATOR IDLE TRANSMSS/O/V uz'cmmsw 5% swim ave! spam/Iva LZ'I04 -,sP0/-am05 L. DIR. LI 164 L. 0/2 1.x /65 L DIR 0. I66 I R. u L7. 157 VEHICLE SMNDSULL IGN/77ON SWITCH 0N 0N L/GHT/NG SWITCH Dl/ECT/ON S/GNAL SWITCH o/v RIGHT ACCELE/MTOR lDLE TRANSMISS/ON MECHANISM 55571? 9 Sheets-Sheet 4 ONE CYCLE 0F LASH/NG SWITCH /2/ SPEED wa L276! SPEED wan/04 spas-0 M an:

L. DIR. L2 /64 L, DIR. LZ' I65 R. 0m. LZ' l66 R. DIR. L2 /67 VEH/CLE S7I4ND577LL IGNITION SWITCH 0/v QL L/GH77/VG 5mm DIRECTIONS/GNAL sw/rcH OFF 'ALCELERA roe lDLE NEUTRAL TRANSMISSION MECl-rA/V/SM Fafirp 6 SW/ CH DIRECT/0N SIGNAL SWITCH ONLEFT ACCELEMMR IDLE EUTRAL rmwsmsszcw Mac/14mm:

lnvcn tur May 24, 1938.

H. S. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28, 1935 ACCELERATOR TRANSMISSION MECHANISM S T4 NDS TILL 1 OFF arr OPERA TED NE U TRAL] FORWARD fig. 12.

S EED/Mama mama/o4 SPEED/NDLT/OS DIRJJ' I64 1.. DIR. L2 I65 R. DIR LT I66 VEHICLE SPEED IGNITION SWITCH ACCELERATOR TRANSMISSION MECHANISM R. DIR. LT I67 2! M. RH

OPERA TED {NE U T RAL FORWARD 9 sheets-sheet s \W .SH'ED IAD LT/6'l SPEED IND LTI04 [0 M. was L. 01R LT /64 L. 0/R LT I65 I R. o/R. LZ' I66 I IR. DIR. L2 I67 VEHICLE sREE0 2/ M R h lGN/TION SWITCH 01v 0 LIGHT/N6 .smrw. 0/ EcT/o/v SIGNAL SWITCH or;

ACCELERATOR OPERATED NEUTRAL TRAALaM/SS/ON MECHANISM FORWAR 51 550 IND L276! SPEED/N0. 11/04 sREEo //v0. LI/05 1.. am. a I64 .1. 0m. L2 I65 R on LT ma R. o/R. LT I67 VEHICLE SPEED 2/ M RH.

IGNITION SWITCH ON ON LIGHT/N6 SWITCH DIRECT/0N SIGNAL snare/1 0N LEFT ACCELERATOR OPERATED NEUTRAL rm/vsmss/ou MECHANISM [n ventor MMM May 24, 1938.

H. s. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28, 1935 25 70 MAX MPH.

VEHICLE SPEED /a/wr/o/v SWITCH o/v 0 N LIGHT/N6 SWITCH olREcr/o/y SIGNAL SW/TCH o/v RIGHT ACCELERATOR OPERA rEo NEUTRAL TRANSMISSION MECHANISM FOWWD] 9 16: I [ED/ND LT/Gl DlNOLZ'/04 FEED/N0. LZ'IOS L. 0/R. L7. #54 :L. o/R. L2 as R. DIR. L7. I66 I IR. o/R. L7. /67 vEH/cL' E .SPEED 25 re MAX MPH IGNITION SWITCH ON 24! LIGHT/N6 SWITCH D/RECT/ON SIGNAL SWITCH OFF ACCELERATOR OPERATED NEUTRAL TRAA/sM/ss oN MECHANISM L/GHT/NG SWITCH 9 Sheets-Sheet 6 SPEED /ND.LZ/6/ SPEED IND LT/04 SPEED/N0 U705 L. 01R. L7. /64 L. 0/R. LT /65 R. DIR. LZ' ma R. DIR. LT.' I67 VEHICLE sPEE0 '25 To MAX MRR IGNITION SWITCH 01v 01v LIGHTING SWITCH olREcr/o/v SIGNAL SWITCH ON LEFT ACCELERATOR OPERATE!)- NEUTRA TRANSMISSION MECHANISM l/EH/CLE SPEED 40 TDMAX MPH.

IGN/ T/ON SW/ TCH 0N OFF D/RECT/ON \YGNAL SWITCH OFF ACCELERATOR IDLE NEUTRAL TRANSMISSION MECHANISM W May 24,1938.

H. S. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28. 1935 40 70 MAX MPH VEHICLE SPEED IGNITION 5 WI TCH ON L/GH TING SWI TCH 7:;-

DIRE C T/ON SIGNAL SWITCH ON RIGHT ACCELERATOR IDLE NEUTRAL TRANSM/SSION MECHAN/SM i y .2 a 1 ,SPEED IND. L176 ;$PEED IND. LT I04 ].5PE E D IND. LZ' I05 L. DIR. L7: I64 i DIR. LT /65 I R o/R. LT I65 R. DIR. L7. I67 VEHICLE SPEED MRH IGN/T/ON SWITCH ON Q'l L/GH TING SWITCH D/RE C T/ON SIGNAL SWITCH OFF ACCE LE RA TOR IDL E NE U TRAL TRANSMISSION MECHANISM 9 Sheets-Sheet '7 SPEED IND. LT/6/ smso IND LZ'/04 SPEED /ND.LZ'/05 L. 01R. LT. I64 L. 0/R. LT I65 R0/R. LT I66 R. 01R. LT I67 VEHICLE SPEED 70 MAX MPH IGNITION SWITCH o/v LIGHT/N6 SWITCH 0/REcT/0/v SIGNAL SWITCH o/v LEFT ACCELERATOR /0LE NEUTRAL TRANSMISSION MECHANISM A fly. 2/. v I SPD m 0.76! SPEED/ND. LT/04 ---5P0 M. 0705 -L o/R LT I64 L. 0/R. L7. l R. 0/R.LT I R o/R LT /67 VEHICLE SPEED 35MPH IGN/TION SWITCH o/v LIGHTING sw/TcR 0/REcT/0/v S/GNAL SWITCH o/v LEFT ACCELERA ToR /0LE NEUTRAL TRANSMISSION MECHAN/SM Inventor WMM May 24, 1938.

Oct. 28, 1935 H. s. DAVIS 2,118,775 SIGNALING SYSTEM FOR AUTOMOBILESAND OTHER VEHICLES Filed 9 Sheets-Sheet 8 PXSPEED/ND. [176/ IND. L276 I SPEED lND.LT/04 IND. LZ'/04 --SPEED/ND.L7f/05 IND. U705 I L. DIP. L7: /64 D//?. LT /64 L. DIR. L7. /65 0/9. L7.' I65 R. DIR LZ' I66 DIR. LT --/66 l R. D//?. L7.' /67 R. D//?. L7.' /67 VEHICLE SPEED 2/ M! PH. VEHICLE SPEED ZIMRH. /GN/ 770N SWITCH 0N lGN/T/ON SW/ 70! ON ON O L/GH TING SW/T CH L/GH TING SW1 TCH %Q DIRECT/0N S/GNAL SWITCH OFF DIRECT/0N S/GNAL SWITCH 0N RIGHT ACC E L E RA 7'01? IDLE ACCE LE RA 70/? IDLE NEUTRAL NEUTRAL TRANSMISSION MECHANISM IFOTWfiD] TRANSM/SS/ON MEC'HAN/SM .ii j

smwwa mos F -L. DIR. L7. /64 L. am. a /64 L. DIR L2 165 l :L. 002 u. was I R. 0//?. L2 I66 R. 0/9. L7. /66 R. DIR. L7. /67 I R. om. L2 as? VEHICLE SPEED ZIMRH VEHICLE sm/vosr/LL mun/01v SWITCH o/v /a/v/r/0/v SWITCH 0N L/GHT/NG sw/m/ FF LIGHT/N6 SWITCH D/RECT/ON SIGNAL SWITCH ON LEFT D/REC T ION S/G/VAL SW/TCH OFF ACCELERATOR mu: ACCELERATOR IDLE NEUTRAL TRANSMISSION MECHANISM W TRANSMLSS/ON MECHANISM REVERSE 1n ventor H. S. DAVIS SIGNALING SYSTEM FOR AUTOMOBILES AND OTHER VEHICLES Filed Oct. 28, 1935 ig. Z6:

- SPEED IND.L7.'I04

SPEED IND. L7. I05 L. DIR. LZ' I64 L. DIR L7.' I65 VEHICLE IGN/ T/ON SW/ TCH L/GH TING SWITCH DIRE C TION SIG/VAL SW/ TCH ACCEL ERA TOR TRANSMISSION MECHANISM R. DIR. LT I66 R. DIR. L7. I67

5 TANDS TILL 4 OFF ON RIGHT IDLE REVERSE 9 Sheets-Sheet 9 VEHICLE IGNITION SWITCH L IGH TING SWITCH DIRECTION SIGNAL SWITCH ACCELERA TOR TRANSMISSION MECHANISM L. DIR. LZ' I64 IR. o/R. LT /66 R. DIR. LT I67 5 7I4NDS TILL 01v OFF ON LEFT REVERSE fl g. Z92

SPEED IND. LTI6/ SPEED/ND. LZ' I04 SPEED IND. L7.'/05

VEHICLE SPEED IGNITION SWITCH LIGHT/N6 SWITCH DIRECT/0N SIGNAL SWITCH A CCELERA T0R rRA/vsM/szs/o/v MECHANISM ON 1] OFF ON LEFT OPERA TED REVERSE Inventor SPEED IND LZ'I05 Patented May 24, 1938 UNITED [STATES SIGNALING SYSTEM ron AUTOMOBILES AND OTHER VEHICLES Henry S. Davis, West Haven, Conn. Application October 28, 1935, Serial No. 47,007

26 Claims.

This invention relates to improvement in signaling systems andpar'ticularly to signaling systems for automobiles and other vehicles.

The present case is a. continuation-in-part of my copending applications, Serial No. 701,280, filed December 7, 1933, for Signaling systems for automobiles and other vehicles, patented February 11, 1936, No. 2,030,246, and Serial No. 39,118, filed September 4, 1935, for Speed-responsive control-mechanism, patented March 2, 1937, No. 2,072,246.

One of the objects of the present invention is to provide reliable and eifective automatic means, whereby the conditions under which a vehicle is being operated will be indicated to extraneous observers, that is to say, observers outside of the vehicle such, for instance, as drivers of other automobiles, pedestrians, etc., etc.

Another object is to provide superior and effective signaling means, whereby the approximate speed of the vehicle will be indicated to an observer outside of the vehicle.

It is particularly desirable in connection with automatic speed-responsive switch means as used on automobiles that reliable and eifective means be provided for actuating the same. sponsive switches have been principally of the centrifugal governor actuated type with the result that great diiiiculty has been experienced as a governor which is designed with sufllcient power to operate any mechanism at relatively slow rates of speed develops weight, momentum, space and vibration disadvantages at higher rates of speed. Such a governor has a tendency to cause the switch means to chatter or vibrate when the vehicle speed varies slightly with respect to the speed at which the said governor is designed'to operate the switch means. Also, the governor is influenced to a certain degree by the travel of the vehicle on a rough surface. It is, therefore, another object of the present invention to include in a superior and eflective vehicle signaling system, automatic means designed to overcome the above stated disadvantages and operating in an improved manner to effect signal indications and Speed-re 'an automobile.

A still further objectis to provide superior automatic means whereby conditions of acceleration or retardation, or both, of the vehicle will be indicated to extraneous observers.

Still another object is to provide superior automatic signaling means for indicating the direction of travel of the vehicle.

A further object is to provide improved signaling means combining certain of the features above referred to.

With the above and other objects in view, as will appear to those skilled in the art from the following, considered in conjunction with the accompanying drawings and appended claims, the present invention includes all features disclosed therein which are novel over the prior art.

In the accompanying drawings:

Figs. land 1 together constitute a schematic and diagrammatic illustration of one form which a signaling system may assume in accordance with the present invention;

Fig. 2 is a transverse sectional view taken on the line 2-2 of Fig. 1; I

Fig. 3 is a perspective view of one of the controlunits which is broken away to show thecouplingtongue thereof;

Fig. 4 is aperspective view of the complementary control-unit and associated outer 'clutch member;

Fig. 5 is a perspective view of one of the camheads which is broken away to show the coupling-tongue thereof.

Figs. 6 to 29 inclusive are diagrammatic views respectively representing the energization of the various signal lights in response to various combinations of settings of the operating features'of The particular signaling system herein chosen for the illustration of the present invention includes the usual storage battery 50 having one of its terminals connected in the conventional manner to a conductor 5| which latter is grounded as indicated at 52. The opposite terminal of the storage battery 50 is connected by means of a wire 53 to a terminal 54 of an ammeter 55, which latter includes the usual second terminal 55. The terminal 56 of the ammeter 55 is connected by means of a wire 51 to a'blade 58 of an ignition switch generally designated by the numeral 59.

-Connected into the wire 51 is a wire 60 leading to a v-shaped rotary blade 6! forming a fee.- ture'of a lighting switch generally designated by the numeral 62.

In conjunction with the storage battery 50.

a generator 83 is employed, one terminal of which is connected by a conductor 84 to ground as indicated at 85. The terminal of opposite polarity of the generator 83 is connected by a 5 wire 88 to the wire 51 which interconnects the terminal 58 of the ammet-er 55 and the blade 58 of the ignition switch 59.

The blade 58 of the ignition switch 59 is adapted when in its closed-circuit position to engage contacts 81 and 88, the contact 81 being connected by means of a wire 89 to a unit of the ignition system (not shown) of an automobile. The contact 88 of the said ignition switch 59 constitutes an extra contact", so to speak, inasl5 much as it does not form a feature of an ordinary ignition switch, and is connected to what. for convenience of description, may be termed a main wire 18 leading eventually to the flexible blade 1| of an auxiliary flashing-switch general- 20 ly designated by the numeral 12, and including also a contact 13.

The lighting switch 82 includes in addition to the V-shaped rotary blade 8| before referred. to, stationary segments 14 and 15, and a stationary contact 18. The blade 8|, when in one of its two circuit-closing positions, is adapted to engage the segments 14 and 15. The said blade 8|, when in the other of its circuit-closing positions, is adapted to engage the segments 14 and 15 and also the contact 18 to affect cir- -cuits as will be hereinafter described.

The segment 14 of the lighting switch 82 is connected by means of a wire 11 to two lights 1818 intended to be located at the front of the vehicle for illumination purposes. To complete the circuits through the lights 18-18, one terminal of each is connected to ground as indicated at 19.

The segment 15 of the said lighting switch 82 is connected by means of a wire 88 to one termina of a conventional tail-light 8|, the other terminal of which is connected directly to ground as indicated at 82. A second tail-light 83 is shown as being provided and has one of its terminals connected to a wire 84 while its other terminal is connected directly to ground as indicated at 85. The wire 84 interconnects the wire 88 with the tail-light 83.

The stationary contact 18 of the lighting switch 82 is connected by means of a wire 88 to the main wire 18 before referred to.

\ Connected into the main wire 18 is a wire 81 leading to a stationary contact 88 which co-acts i with a movable arm or blade 89, both of which 5 form features of a switch generally designated by the numeral 98 and which, for convenience of description, may be described as an "accelerator-operated control switch, for the reason that it is automatically operated as an incident of the operation of the vehicle accelerator and participates in controlling the illumination of various signal lights. hereinafter to be described in detail.

The accelerator-operated control switch 98 also includes a second blade 9| and co-acting contacts 92 and 93. are movable with but insulated from an accelerator-pedal 94, which latter is urged upwardly by a spring 95. The said blades 89 and 9|, in addition to being insulated from the said accelerator-medal 94,'are insulated from each other as shown in Fig. 1.

The blade 89 of the switch 98 is connected by means of a wire 98 to a pivotal blade 91 of magnetic material of an electromagnetically- The said blades 89 and 9|.

operated selecting-switch, generally designated by the numeral 98, and including in addition to the said blade 91, contacts 99 and I88, and a spring I8I, which latter exerts a constant effort to engage the said blade 91 with the said contact I88. A wire I82 connects the contact 92 of the switch 98 to the contact I88 of the electromagnetically-operated selecting-switch 98, while theblade 9| of the switch 98 is connected by means of a wire I83 to one terminal of a signallight designated by the numeral I which with a complementary signal-light designated by the numeral I84 may properly be termed speed-indicating lights. The other terminal of the speed-indicating light I85 is connected directly to ground as indicated at I88.

The light rays effected by the said speed-- indicating lights I84 and I85 are preferably differentially colored by any appropriate means known in the art. It is intended that the energization of the said light I84 will effect red rays, and the energization of the said light I85 will effect yellow rays.

The contact 99 of the electromagneticallyoperated selecting-switch 98 is connected by means of a wire I81 to a pivotal blade I88 of magnetic material of an electromagnetically-operated speed-indicating-direction-signal selecting-switch, generally designated by the numeral I89, and including in addition to the said blade I88, contacts 8 and III, and a spring II2, which latter exerts a constant effort to engage the blade I88 with the said contact II I. A wire II3 connects the contact III to one terminal of the speed-indicating light I84, before referred to. The other terminal of the said light I84 is connected directly to ground as indicated at I.

A wire I81 interconnects the wire I81 and the contact 93 of the accelerator-operated control switch 98, previously referred to.

Connected into the wire 98 is a wire 5 leading to one terminal of a coil 8 forming a feature of an electromagnet, generally designated by the numeral H1, and encircling a core 8 formed of magnetic material, one end of which is located adjacent the pivotal blade 91 of the switch 98 so as to move the said blade 91 out of engagement with the contact I88 and into engagement with the contact 99 when various control means, to be described, participate in effecting the energization of the said electromagnet H1. The opposite terminal of the coil H8 is connected by means of a wire 9 to the base of a flexible blade I28 of an automatic constant-speed flashing-switch generally designated by the numeral |2I and including, in addition to the said blade I28, a contact I22 and an insulating member I23.

The contact I22 of the automatic constantspeed flashing-switch I2 I, just referred to, is connected by means of a wire I24 to a contact I25 forming a feature of an automatic main flashing-switch generally designated by the numeral I28 and including in addition to the said contact I25, a flexible blade I21. The base of the said blade I21 is connected by means Ora wire :28 to ground as indicated at I29.

Connected into the wire III! is a wire I38 leading to a pivotal blade |3I forming a feature of a transmission-operated flash-frequency-selector switch, generally designated by the numeral I32 and including also a stationary contact I33 and a spring I34, which latter exerts a constant effort to engage the blade |3| with the said contact I33. A wire I36 interconnects the said contact I33 with the wire I24, before referred to.

Included 'among the various wires connected into the main wire 10 is a wire I36 leading to a flexible blade I31 forming a feature of a switch, generally designated by the numeral I38 and which, for convenience of description, may be described as a speed-operated control switch" for the reason that it is automatically operated when the speed of the vehicle changes with respect to a predetermined speed. The said speedoperated control switch I38 also includes stationary contacts I39 and I40 which latter is connected by means of a wire I to the wire 96, previously referred to.

The contact I39 of the said switch I38 is connected by means of a wire I42 to one terminal of a coil I43 forming a feature oi. an electromagnet, generally designated by the numeral I44, and encircling a core I45 formed of magnetic material. The opposite terminal of the coil I43 is connected by means of a wire I46 to the base of a flexible blade I41 of an automatic constantspeed locking-circuit control switch generally designated by the numeral I48 and including in addition to the said blade 1, a contact I49, which latter is connected by means of a .wire I50 to the wire I24, before referred to.

Co-acting'with the said automatic constantspeed locking-circuit control switch I48 as a unit of the locking circuit is an electromagneticallw' operated switch generally designated by the numeral I5I and including a movable arm or blade I52, a stationary contact I53, a stop lug I54, and a spring I55, which latter exerts a constant effort to engage the blade I52 with the stop lug I54 and out of engagement with the contact I53. The said blade I52 of the switch I5I is located adjacent one end of the core I45 of the electromagnet I44, and also adjacent the upper end of the flexible blade I20 of the automatic constant-speed flashing-switch I2I, as shown in Fig. 1 of the drawings. The said blade I52 is thus under the control of the said electromagnet I44 and serves the dual purposes of co-acting with the contact I53 and of providing an actuating and holding means for the flexible blade I20 oi the said switch I2I.

Connected into the wire I46 is a wire I56 leading to the contact I53 of the switch I5I, just described. A wire I51 connects the blade I52 of the said switch I5I to the wire I24.

Connected into the wire I42, before referred to, is a wire I58 leading to a terminal of a resistance unit I59, a complementary terminal of which is connected by means of a wire I60 to one terminal of a signal-light designated by the numeral I61 and which may properly be termed an auxiliary speed-indicating light for the reason that its function is supplementary to that of the speed-indicating lights I04 and I05,- previously described. The other terminal of the said auxiliary speed-indicating light I6I is connected directly to ground as indicated at I62.

Returning now to the auxiliary flashing-switch 12, the contact 13 thereof is connected by means of a wire I63 to the wire I60 to provide a circuit including the said switch 12 to the auxiliary speed-indicating light I6I, just referred to, to on occasion cause the flashing thereof as will be hereinafter described in detail.

For the purpose of selectively energizing two complementary left-direction lights I64 and I65 and two complementary right-direction lights I66 and I61, a direction-signal switch is provided which is generally designated by the numeral I68 and includes a blade I69 adapted to alternately engage a left contact I10 and a right contact I1 I. The said blade I69 may be manually operated directly for energizing the respective left-direction lights I64 and I65, or right-direction lights I66 and I61, or the same may be automatically operated, such for instance as by connecting the same to a portion of the steering apparatus of the automobile.

The blade I69 of the direction-signal switch I68 is connected by means of a wire I12 to the wire 69 which leadsfrom the ignition switch 59 to the ignition system (not shown) as before described. The left contact I10 of the said switch I68 is connected by means of a wire I13 to a pivotal blade I14 formed of magnetic material and constituting a feature of an automatic switch generally designated by the numeral I15. The said automatic switch I15 may, for convenience of description, be termed a constant-brilliancy cutout-switch and also includes a contact I16 and a spring I11, which latter exerts a constant effort to engage the blade I14 with the said contact I16.

Connected into the wire I13 is a wire I18 leading to a pivotal blade I19 of. magneticmaterial of an electromagnetically-operated directionsignal selecting-switch, generally designated by the numeral'l80, and including in addition to the said blade I19, contacts I8I and I82, and a spring I83, which latter exerts a constant effort to engage the blade I19 with the said contact II. A wire I84 connects the contact I8I of I the said switch I to one terminal of the left-direction light I64, previously referred to. The other terminal of the left-direction light I64 is connected directly to ground as indicated at I85.

The contact I82 of the electromagneticallyto ground as indicated at I81. A wire I 86 interconnects the said wire I86 and the contact I16 of the constant-brilliancy cutout-switch I15.

Connected into the wire I18, before referred to, is one terminal of a coil I68 forming a feature of an electromagnet, generally designated by the numeral I89, and encircling a core I formed of magnetic material, one end of which is located adjacent the pivotal blade I08 of the speed-indicating-direction-signal selecting-switch I09 so as to, upon occasion, move the said blade I08 out of engagement with the contact III and into engagement with the contact I I0. The opposite end of the said core I90 is located adjacent the pivotal blade I14 of the constant-brilliancy cutoutswitch I15 so as to move the said blade I 14 out of engagement with the contact I16 simultaneously with the movement of the blade I08 of the switch I09 as just described.

The opposite terminal of the coil I88 of the electromagnet I89 is connected by means of a wire I9I to a contact I92 forming a feature of a direction-light periodicity-control switch, genernected by means of a wire I96 to one terminal of a coil I91 forming a feature of an electromagnet, generally designated by the numeral I98, and encircling a core I99 formed of magnetic material, one-end of which is located adjacent the pivotal blade I19 of the direction-signal selecting-switch I80 so as to, on occasion, move the said blade I19 out of engagement with the contact I 8| and into engagement with the contact I82 for the purpose of selectively energizing the complementary left-direction lights I64 and I65 as will be hereinafter described. The opposite terminal of the said coil I91 is connected directly to ground as indicated at 200.

The contact I1I of the direction-signal switch I68 is connected directly by means of a wire 20I to one terminal of the right-direction light I66, the other terminal of which is connected to ground as indicated at 202. A wire 203 is connected into the said wire MI and leads to one terminal of the complementary right-direction light I61, the other terminal of which is connected to ground as indicated at 204.

The mechanism which controls the operation of the auxiliary flashing-switch 12, previously described, includes two complementary cooperating rotary cam-heads 205 and 206 which are adapted for concurrent and relative rotation, and one at least of which is adapted for axial movement with respect to its complementary cam-head.

The rotary cam-head 20 5 is rigidly secured by a pin 201 to a shaft 208 journaled adjacent its respective opposite ends in bearings 209 and 2I0 and held against axial displacement by means of suitable collars 2| I2I I.

The forward face of the rotary cam-head 206 is provided with two (more or less) diametricallyopposite wedge-shaped cam-lugs 2I22I2 adapted on occasion to alternately engage a similarly-shaped cam-lug 2I3 provided on the adjacent face of the rotary cam-head 205.

The rotary cam-head 206 is mounted upon the shaft 208 with freedom for both rotary move- ,ment and axial movementwith respect thereto able manner such, for instance, as by screws Hi.

The inner clutch-member 2I9 is provided with a plurality of notches 222, each of which provides an outwardly-facing tangential surface 223. Intel-mediate the inner surface of the flange 2I8 of the outer clutch-member 2I1 and the tangential surface 223 of each of the notches 222 is interposed a. ball-like coupling-member 224, pressed into engagement with the said surfaces by a helical spring 225 seated in a pocket 226 in the said inner clutch-member 2I9. Both of the clutch-members 2I1 and '2I9, as well as the gear-wheel 220, are mounted upon the shaft 208 with freedom for relative rotary movement with respect thereto.

Encircling the hub 2I6 of the outer clutchmember 2I1 is a helical spring 221 hearing at one end against the adjacent face of the enlarged portion of the said outer clutch-member and bearing at its opposite end against the opposing face of the rotary cam-head 206. To prevent the spring 221 from axially displacing the clutch-members 2 l1 and 2I9 and the gear-wheel 220, an antifriction thrust-bearing 228 is mounted upon the shaft 208 against the face of the gear-wheel 220 opposite the said clutch-members 5 2I1 and U9. 'The said antifriction thrust-bearing in turn rests against a collar 229 rigidly secured in any suitable manner to the shaft 209.

Bearing against the face of the rotary camhead 206 opposite the cam-lugs 2I22I2 thereof is a roller 230 mounted on the outer end of the flexible blade H of the auxiliary flashing-switch 12, previously described.

The gear-wheel 220, and hence the rotary camhead 206 which is connected thereto by the oneway clutch, which latter includes in the main the parts 2I1, 2i! and 224, is driven in the direction indicated by the arrows in Fig. 1 by a gear-wheel 23I mounted with freedom for relative rotation upon a shaft 232 and meshing into the said gear-wheel 220. The hub 233 of the gear-wheel 23I has rigidly secured thereto a worm-wheel 234 meshed into and driven by a worm 235 rigidly mounted upon the shaft 236 of an electric motor 231. The electric motor 231 has one of its terminals 238 connected by means of a wire 239 to the main wire 10, and has its complementary terminal 240 connected to ground as indicated at 2. The said electric motor 231, which is preferably of a constantspeed type, acts when energized to drive the gearwheel 23I at a rate of: speed corresponding to the speed at which the shaft 232 would be driven by the movement of the vehicle, in the manner as will be hereinafter described, when the same is travelling forwardly at a rate of forty miles per hour, or any other predetermined speed.

The shaft 232 is mounted for turning movement near its respective opposite ends in suitable bearings 242 and 243, and is prevented from undue axial movement by means of collars 244244 engaging the said bearings. Adjacent the bearing 242, the shaft 232 has rigidly secured to it a worm-wheel 245 which latter is meshed into and driven by a worm 246 mounted upon a shaft 241 for rotation therewith. The said shaft 241 extends at a right angle to the axes of the shafts 208 and 232, before referred to. The shaft 241 may be driven in any approved manner from a running member of the automobile, but as shown in Fig. 1, the said shaft 241 extends into a transmission-housing 249 and is connected in the conventional manner (not shown) to the drive-shaft 250 of the automobile.

A speedometer shaft 248 is connected to the shaft 241 at the end opposite the transmissionhousing 249 for the purpose of operating a conventional speedometer (not shown).

Rigidly secured by means of a pin to the shaft 232, adjacent the bearing 242, is a rotary camhead- 25I corresponding to the rotary cam-head 205, before referred to, and having secured thereto a gear-wheel 252 which meshes into and drives a gear-wheel 253 rigidly attached to the rotary cam-head 205, and hence rigidly attached to the shaft 208.

The gear-wheel 220 is driven by the gear-wheel 23I, and hence by the electric motor 231, as previously described. at a rate of speed one-third the speed at which the gear-wheel 23I rotates. The ratio of the gear-wheels 252 and 253, just referred to, determines the vehicle speed at which the speed of the shaft 208 corresponds to the speed of the said gear-wheel 220 and, in the present embodiment of the invention, the above stated 7 condition exists when the vehicle speed is forwardly at the rate of ten miles per hour.

Returning now to the automatic main flashing-switch I28, the outer end of the flexible blade I21 thereof is provided with a roller 254 bearing against the rear face of a rotarycam-head 255 mounted upon the shaft 292 with freedom for relative rotary movement and axial movement with respect thereto and is, on occasion, rotated independently of the said shaft 282 by being providedwith a coupling-tongue 258 slidable longitudinally in a coupling-notch 251 formed in the hub 258 of an outer clutch-member :59.

The forward face of the rotary cam-head 255 is provided with four (more or less) diametrically equally-spaced wedge-shaped cam-lugs 268-289 adapted on occasion to be consecutively corresponds to the clutch-member 2". and like the same cooperates with an inner clutch-memher 262 rigidly secured to the gear-wheel 281, before referred to. Encircling the hub 258 of the outer clutch-member 259 is a helical spring 259 hearing at one end against the adjacent face of the enlarged portion 'of the outer clutch-member 259 and at its opposite end bearing against the rear face of the rotary cam-head 255, before referred to, and exerting a constant effort to urge the said cam-head 255 axially toward the complementary rotary cam-head l.

The spring 259, just referred to; tends to slide the gear-wheel 29l and its hub 239 along the shaft 232 toward the bearing 249, and the movement referred to is guarded against by an antifriction thrust-bearing 264 which is in turn held in place by a collar 265 rigidly secured to the shaft 292.

From the foregoing, it will be seen that both of the shafts 288 and 232 are concurrently rotated from the shaft 241 and hence both of the rotary cam-heads 285 and 25l are similarly driven. though at different rates of speed and in opposite directions. It will also be apparent that the electric motor 291 when energized will, on occasion. effect the concurrent rotation of both of the rotary cam-heads 296 and 255 which respectively complement and cooperate with the camheads 285 and 2!, just referred to.

The mechanism which controls the operation of the speed-operated control switch I38, previously described, includes two complementary cooperating control-units 256 and 261 which are adapted for concurrent and relative rotation, and one at least of whichis adapted for axial movement with respect to its complementary control-unit.

The control-units 266 and 281 are mounted upon a shaft 258 journaled adjacent its respective opposite ends in bearings 269 and 219 and is held against axial displacement by means of suitable collars ZN-21L The control unit 268 is adapted for axial movement upon the shaft 268 and, on occasion, is rotated independently of the said shaft by being provided with a coupling-tongue 212 slidable longitudinally in a coupling-notch 218 formed in the hub 214 of a gear-wheel 215.

The gear-wheel 215, which is rigidly secured to the shaft 288 for rotation therewith by means of a pin 2'96, is meshed into and driven by a gearwheel 211 which latter is rigidly attached to the gear-wheel 252, before referred to, and hence rigidly attached to the shaft 292. It is to be noted that the shaft 288 is thus rotated from the shaft 241 and hence the control-unit 268 is adapted to be rotated at rates of speed varying in proportion to changes in speed of the vehicle.

The control-unit 286 is provided with an off- The control-unit 261 carries adjacent its notch 28l Y a bridging-member 284 having a bifurcated inner end straddling the flange of the said control-unit 261 and pivotally secured thereto by means of a pivot-pin 285. The outer end of the said bridging-member 284 is shaped and proportioned to substantially fully bridge over the notch 28l in the control-unit 281 when the said bridging-member is swung into the position in which it is indicated in Fig. 4. For the purpose of normally holding the bridging-member 284 in its open position in which it is indicated in Fig. 1, a helical spring 288 is employed, one end of which is attached to the said bridging-member and the opposite end of which is attached to the adjacent surface of the control-unit 261.

An outer clutch-member 288 is formed integral with the control-unit 281 and both are mounted upon the shaft 256 with freedom for rotary movement with respect thereto. The outer clutch-member 288 cooperates with an inner clutch-member 289 corresponding to the inner clutch-members 219 and 282 previously described. The inner clutch-member 289 is rigidly attached to a gear-wheel 298 having a relatively-iong hub 29l and mounted upon the shaft 266 with freedom for relative rotary movement with respect thereto. The outer clutch-member 288 and the inner clutch-member 289 form the main features of a one-way clutch which will, on occasion, drive the control-unit 281 in the direction indicated.

The gear-wheel 290 meshes into and is driven by the gear-wheel 23!, and hence by the electric motor 291. but at a rate of speed one-third the speed at which the gear-wheel 23l rotates. The ratio of the gear-wheels 215 and 211,- previously described, determines the vehicle speed at which the speed of the shaft 268 corresponds to the speed of the said gear-wheel 298 and, in the present embodiment of the invention, the above stated condition exists when the vehicle speed is forwardly at the rate of twenty-five miles per hour.

Encircling the hub 214 of the gear-wheel 215 is a helical spring 292 bearing at one end against the adjacent face of the enlarged portion of the said gear-wheel 215 and hearing at its opposite end against the opposing face of the controlunit 288. To prevent the spring 292 from axially displacing the control-units 286 and 261, the clutch-members 288 and 289, and the gearwhee] 299, an antifriction thrust-bearing 293 is mounted upon the shaft 269 against the hub 29f of the said gear-wheel 290. The said antifriction thrust-bearing in turn rests against a collar 294 rigidly secured in any suitable manner to the shaft 288.

Bearing against the face of the control-unit 266 opposite the ofisetting arm 218 thereof is a roller 295 provided on the outer end of the flexible blade I31 of the speed-operated control switch I38.

The hub 29I of the gear-wheel 290 has a cam 296 formed thereon, or rigidly secured thereto, which acts to periodically flex the blade I20 of the constant-speed flashing-switch I2I out of engagement with the contact I22. A second cam 291 is provided on the said hub 29I for rotation therewith and acts to periodically flex the blade I41 of the constant-speed locking-circuit control switch I48 into engagement with the contact I49 thereof. The said cam 291 acts to cause the blade I41 of thesaid switch I48 to dwell in engagement with the contact I49 for but a very brief interval as compared to the dwells, as occasioned by the cam 296, of the blade I20 of the constant-speed flashing-switch I2l, which latter in the present embodiment of the invention endures for approximately half of each revolution of the said cams 296 and 291, and hence of the gear-wheel 290. The said'cams 296 and 291 coact to effect results as will be hereinafter described in detail.

The actuating means for the flash-frequencyselector switch I32 includes a rod 298 which is adapted to be slidingly secured in a bushing 299 in the side wall of the transmission-housing 249 and so positioned that its inner end engages a gear-shifting slide 300 forming a usual feature of an automobile transmission and constituting the first-speed and reverse-speed slide thereof. A helical spring 30I, which is mounted on the said rod 298 inside the transmission-housing 249, is retained in place by a collar 302 which latter is rigidly secured to the said rod 298 as indicated in Fig. 1. Thus the said spring 30I exerts a constant effort to engage the said rod 298 with the gear-shifting slide 300 which latter is provided with a recess 303 so positioned that when the said slide 300 is moved rearwardly by a conventional gear-shift lever 304, for shifting the transmission mechanism into reverse, the inner end of the said rod 298 enters the recess 303. As the blade I3I of the said switch I32 is held constantly against an insulating member 305, provided on the outer end of the rod 298, the inward movement of the said rod 298 acts to permit the engagement of the said blade I3I with the contact I33. It is to be noted that the spring I34 is connected at one end to the said blade I3I through the intermediary of-an insulating member 306 while its opposite end is secured to the transmission-housing 249 in the position shown in Fig. 1.

' In order that the following description of ,op-

.cating lights I04 and I05 to vary in flash-frequency and will also effect the steady energization of the speed-indicating light I05.

The apparatus above described, on occasion, will also efiect the steady energization at less than maximum brilliancy of the speed-indicating light I6I, while under another set of conditions flashes which vary in frequency in response to changes in the speed of the vehicle will be superimposed thereon.

With respect to the complementary left-direction lights I64 and I65 and the complementary right-direction lights I66 and I61, under one set of conditions, one group or the other of the same will be energized so as to provide what may be sin-lawstermed steady light, both alone and in conjunction with the energization of the speed-indicating light I6I as above described, and also with the concurrent flashing of both of the speedindicating lights I04 and I05.

On other occasions, there will be effected the steady energization of the speed-indicating light I 05 in conjunction with the concurrent steady energization of the left-direction light I64, or the complementary right-direction lights I66 and I61.

Furthermore, on another occasion, the speedindicating light I05 will be caused to flash in substantial 'consonance with the complementary left-direction lights I64 and I65.

Thus numerous combinations of signals may be provided with the apparatus illustrated to indicate to an extraneous observer the conditions under which a vehicle is beng operated, including the settings of certain operating members of the vehicle whether the same is in motion or at a standstill.

For the purpose of a clearer understanding of certain of the various combinations of signals and the effects which the setting of the various operating features of the vehicle may have thereon, reference may be had to the graphic charts shown in Figs. 6 to 29 inclusive, the symbols of which will be hereinafter described in detail.

For the purpose 0 description, let it be presumed. that the vehicle is at a standstill and the operator has operated the ignition switch 59 into its on position, and further that the transmission mechanism is in the neutral position, while the direction-signal switch I68 is also in the neutral position, the accelerator-pedal 94 being in Thus the electric motor 231 will be caused to operate at its predetermined rate of speed, which in the present instance is a speed sufficient to drive the gear-wheel 23I at a speed corresponding to the speed at which the shaft 232 would, under other circumstances, be driven directly by the movement of the vehicle when the same is operating forwardly a a rate of speed of forty mile per hour.

With the gear-wheel 23I rotating at'the forty miles per hour rate of speed, the rotary cam-head 255 is caused to rotate at the rate of speed corresponding to that of the said gear-wheel 23I through the intermediary of the one-way clutch which latter includes the outer and inner clutchmembers 259 and 262. The cam-head 255 rotating, as it does, is periodically slid rearwardly by the consecutive engagement of the cam-lugs 260-260 with the cam-lug 26I of the cam-head 25I four times during each revolution of the said cam-head 255 with respect to the shaft 232. which latter under the present circumstances is stationary. This reciprocation of the said camhead 25 5 in turn effects the flexing of the blade I21 of the main flashing-switch I26 to thus cause the said blade I21 to engage with the contact I 25 for relatively brief intervals four times during each revolution of the said cam-head 255, and hence of the gear-wheel 23I.

At the same time that the main flashing- 2,1 w ll.

electric motor 231 acting through the inter-' mediary oi the gear-wheel 23I causes the gearwheel 290 to rotate once for each three revolutions of the said gear-wheel 2%. The gearwheel 290 rotating as it does drives the controlunit 261 through the intermediary of the oneway clutch, which latter includes the outer and inner clutch-members 200 and 209.

The vehicle being at a standstill, rotary movement of the control-unit 266 is not being eflected. Under the conditions now being described, therefore, the bridging-member 294, which normally is maintained in the position indicated in Fig. 1, will overtake and engage the roller 219, and will be swung thereby into the position indicated in Fig. 4. Thus, the bridging-member 284 will close the notch 23I, as indicated in Fig. 4 and prevent the said roller 219 from. entering the said notch 29I. The rotary movement of the control-unit 261, under these conditions, serves to maintain the blade I31 of the speed-operated control switch I38 in a flexed position to engage the said blade I31 with the contacts I39 and I40 to complete circuits as will be hereinafter described in detail.

The cam 296, provided upon the hub 29I of the gear-wheel 290 for rotation therewith, causes the flexible blade I20 of the constant-speed flash ing-switch I2I to engage the contact I22 there- 01 once during each three revolutions of the gearwheel 23I.

Attention may be here called to the fact that, under the conditions above described, the blade I21 0! the main flashing-switch I20 dwells in engagement with the contact I25 for but very brief intervals as compared to the dwells of the-blade I20 of the said constant-speed flashing-switch I2I with the contact I22, which latter endures for approximately half of each revolution of the cams 296 and 291. I

Thus under the conditions above described, with the main flashing-switch I26 operating in conjunction with the constant-speed flashingswitch I'2I, the electromagnet I I1 will be periodically energized, the circuit being completed from the wire 10, through wire 01,-contact 08 of the accelerator-operated control switch 90, blade 89,

wire 96, wire 5, coil H6 of the said electromagnet II1, wire II 9, blade I20 of the constant- .91 of the selecting-switch 90 out of engagement with the contact I00 and into engagement with the contact 99 to establish a circuit from the wire 96, through the said blade 91, the said contact 99, wire I01, blade I08 of the speed-indicating direction-signal selecting-switch I09, contact III, wire H9, speed-indicating light I04, to ground. 1

During the time intervals that the main flashing-switch and/or the' constant-speed flashingswitch I2I are acting to interrupt the flow of current through the said electromagnet I I 1; the blade 91 of the selecting-switch 98 dwells in engagev ment with the contact I00 and completes the circuit from the wire 96, through the said blade 91,

iust described the said contact I00, wire I02, contact 92 of the accelerator-operated control switch 90, blade 9I, wire I03, speed-indicating light I05, to ground.

Under the above described conditions, therefore, during one revolution of the cams 296 and 291, the speed-indicating light I05 will be caused, during a given half-cycle of operation of the said cams, to be energized during all of such halfcycle. The next half-cycle oi operation will cause the alternate flashing of the speed-indicating lights I04 and I05 for periods of very brief duration as compared to the longer energization of the said speed-indicating light I05 occasioned during all of a half-cycle of operation of the said eration, will be equal in duration to the succeeding flash thereof, the locking-circuit means is provided and acts as'will be now described in detail. When the blade I21 of the main flashing-switch I26 is in engagement with the contact I25 just previous to the instant that the cam 296 acts to allow the engagement of the blade I20 of the constant-speed flashing-switch I2 I with the contact I22 thereof, the engagement of the blade I41 of the locking-circuit control switch I48 with the contact I49, occasioned by the action of the cam 291, establishes a circuit interconnecting the battery 50 with the electromagnet I44 tor the purpose of energizing the latter. While the speed of the vehicle is less than twenty-five miles per hour, the blade I31 of the speed-operated control switch I30 engages the contacts I39 and I40, as previously described, thus the completed circuit exists from the wire 10, through wire I36, the said blade I31, contact I39, wire I42, coil I43 of the electromagnet I44, wire I46, blade I41 of the locking-circuit control switch I40, contact I49, wire I50, wire I24, contact I25 of the main flashing-switch I26, blade I21, wire I20, to ground. I

Energization of the circuit just described causes the electromagnet I44 to move the blade I52 of the switch I5I into engagement with the contact I53 thereof for the purpose of maintaining the energization of the said electromagnet I44 after the cam 291 has acted to allow the blade I41 oi the control switch I40 to move out of engagement with the contact I49. Under the condition just described, the energization of the said electromagnet I44 is maintained until the blade I21 of the main flashing-switch I26 operates to open the circuit.

During the time interval that the electromagnet I44 remains energized, the blade I52 engages the blade I20 of the constant-speed flashing-switch I2I to prevent the said blade I20 from moving into engagement with the contact I22 when released by the action of the cam 296. Thus the first energization of the electromagnet II1 during a given half-cycle of operation of the cams 296 and 291 is delayed for but a very brief time interval to insure that the first flash of the speed-indicating light I04 will be equal in duration to the succeeding flash thereof.

With respect to the auxiliary speed-indicating light IBI, at the same time that the various means are being operated as previously described, the electric motor 231 acting through the intermediary of the gear-wheel 23I causes the gearwheel 220 to rotate once for each three revolutions of the said gear-wheel 23I and, therefore, at a speed equal to the speed at which the gearwheel 290 is similarly driven. The gear-wheel 220 rotating as it does drives; the rotary'camhead 206 at the rate of speed corresponding to that of the said gear-wheel 2210 through the intermediary of the one-way clutch which latter includes the outer and inner clutch-members 2H and 2| 9. The cam-head 206 rotating as it does, is periodically slid rearwardly by the coaction of the cam-lugs 2I2 and 2I3 twice for each revolution of the said cam-head 206 with respect to the shaft 208, which latter under the present circumstances is stationary. This reciprocating of the cam-head 206 in turn eifects the flexing of the blade 1| of the auxiliary flashing-switch 12 to thus cause the said blade 1| to engage with the contact 13 for relatively brief intervals twice during each revolution of the said cam-head 206, and hence of the gear-wheel 220.

It is evident, therefore, that when the blade 1| of the auxiliary flashing-switch 12 is in engagement with the contact 13, a circuit exists from the wire 10, the said blade 1|, the said contact 13, wire I63, wire I60, auxiliary speed-indicating light I6I. to ground. Also under the conditions just described, the blade I31- of the speed-operated control switch I38 being in a flexed position to engage the said blade I31 with the contacts I39 and I40, a parallel circuit exists from the said wire 10, through wire I36, blade I31, contact I39, wire I42, v'ire I58, resistance unit I59, to the said wire I60.

Thus during the time interval that the blade 1| of the flashing-switch 12 is out of engagement with the contact 13, the auxiliary speed-indicating light I6I will be energized through the resistance unit I59 to cause the steady illumination thereof at less than maximum brilliancy. The engagement of the blade H of the flashingswitch 12 with the contact 13 provides a circuit of much less resistance than the circuit through the resistance unit I59, thus at some variable point during each half-cycle of operation of the constant-speed flashing-switch I2I, the said auxiliary speed-indicating light I M will be periodically energized to cause the illumination at the maximum brilliancy thereof for a period of brief duration as compared to the half-cycle energization of the speed-indicating light I05 occasioned as previouly described. The energization of the auxiliary speed-indicating light I6I in conjunction with the energization of the various other signal lights provides means of indicating slight movement of the vehicle as will be described in detail as the description of operation progresses to include other of the numerous signal indications which the present invention provides.

Attention may be now directed to the significance of the accompanying charts, Fig. 7 of which graphically represents the conditions just above described. The gap between the lateral broken-line boundaries represents one complete revolution or cycle of the cams 296 and 291, and hence of the constant-speed flashing-switch I2I. It will be noted that, as indicated in Fig. 7 referred to, the speed-indicating lights I04 and I05 are alternately energized during the first half-cycle indicated, while the speed-indicating light I05 is energized during all of the succeeding half-cycle. speed-indicating light I6I is energized to efiect the very brief illumination thereof at maximum direction forwardly and to the right.

, engage the same with the contact I1I.

It will also be noted that thebrilliancy, by the operation of the auxiliary flashing-switch 12, once during each half-cycle of operation indicated. As also indicated inFig. 7 referred to, the speed-indicating light I6I is energized to cause the illumination at less than .maximum brilliancy during the time interval between each flash of maximum brilliancy thereof.-

Individual settings of the operating members of the vehicle are indicated in Fig. 7 as well as in the other charts. It is also indicated that certain of the settings are optional.

As a logical next step in the operation of the vehicle, let it be presumed that the operator now proposes to put the vehicle in motion in a Under these conditions and before any operation is performed to actually put the vehicle in motion,

the operator would operate the blade I69 of.

the direction-signal switch I 68 to the right to Thus a circuit is established from the blade 58 of the ignition switch 59, through contact 61, wire 69, wire I12, the said blade I69, the said contact I". wire 20I, right-direction light I66, to ground, and the said wire 20I, through wire 203, rightdirection light I61, to ground.

The energization of the circuits just described effects the study illumination of the right-direction lights I66 and I61 thus supplementing the signal indications previously described to indicate the intended movement of the vehicle in a direction forwardly and to the right, all as indicated in Fig. 8.

In the event that the operator of the vehicle should have intended causing the movement of the vehicle in a direction both forwardly and to the left, instead of in a direction forwardly and to the right as just described, the operator, under such conditions and before putting the vehicle in motion, would have operated the blade I69 of the direction-signal switch I68 to the left to engage the said blade I69 with the contact I10. Thus a control circuit is established from the blade 58 of the ignition 'switch 59, through contact 61, wire 69, wire I12, the said blade I69, the said contact I10, wire I13, wire I18, coil I88 of the electromagnet I89, wire I9I, contact'l92 of the direction-light periodicity-control switch I93, blade I94, to ground.

By this action, the electromagnet I89, will be energized with the effect of moving the blade I14 of the constant-brilliancy cutout-switch I15 out of engagement with its complementary contact I16, and simultaneously moving the blade I08 of the speed-indicating-direction-signal selecting-switch I09 out of engagement with the contact I II and into engagement with the contact IIO. This movement of the blades I 08 and I14 by the action of the electromagnet I89, as just described, opens the circuit to the speedindicating light I04 and establishes a circuit from the wire I01, through the said blade I08, the said contact IIO, wire I96, coil I91 of the electromagnet I98, to ground.

Energization of the circuit just established causes the electromagnet I98 to move the blade I19 of the direction-signal selectingswitch I .out of engagement with the contact I8I and into engagement with the contact I02 to establish a circuit from the wire I18, through the said blade I19, the said contact I82, wire I86. left-direction light I65, to ground. During the time intervals that the main flashingswitch I26 and/or the constant-speed flashing-switch I2I are acting to interrupt the flow of current through the electromagnet H1 and thus in turn through the electromagnet I98, the blade I19 of the switch I88, dwells in engagement with the contact I8I and completes the circuit from the wire I12, through the blade I69 of the direction-signal switch I68, contact I18, wire I13, wire I18, the said blade I19, the said contact I8I, wire I84, left-direction light I64, to ground.

The action of the electromagnet I89, as just described, cuts out the speed-indicating light I84 and substitutes therefor the left-direction fights I64 and I85 which latter will be flashed alternately with the speed-indicating light I85 during the half-cycle of operation in which the said speed-indicating light I84 was caused to flash, as before described previously to the operation of the blade I69 of the direction-signal switch I68. The said left-direction light, I84 will be flashed concurrently with the said speed-indicating light I85, it being understood that the flashing of the latter is not changed by the operation of the direction-signal switch I68.

Thus under the conditions just above described, an indication of the intended travel of the vehicle in a direction forwardly and to the left is provided with the other indications as before described, as indicated in Fig. 9.

Having described the character of the signals provided when the vehicle is at a standstill with various settings of the direction-signal switch I68 and the transmission mechanism other than in the reverse position, let it now be presumed that the vehicle is caused to he moved forwardly by an appropriate operation of the transmission mechanism, clutch, etc., and the depression of the accelerator-pedal 94, the blade I89 of the direction-signal switch I68 having been operated to its neutral position.

The depression of the accelerator-pedal 94 moves the blade 89 of the control switch 98 out of engagement with the contact 88, and also moves the blade 9I of the saidcontroLswitch 98 out of engagement with the contact 92 and into engagement with the contact 93.- The movement of the said blade 8I, as just described, establishes a circuit from the wire I81, through wire I81,

the said contact 93, the said blade 9|, wire I88,

speed-indicating light I85, to ground, thus the engagement of the blade 91 of the selectingswitch 98 with the contact I88 thereof does not, under the present set-up of the apparatus, effect the energization of the speed-indicating light I85.

Concurrently with the depression of the accelerator-pedal 94 and the resulting operation of the control switch 98, the blade I94 of the direc-.ion-light periodicity-control switch I93 will be moved out of engagement with the contact I92 thereof to thus interrupt the circuit through the coil I88 of the electr'omagnet I89, which insures that the said electromagnet I89 will not be energized when the blade IE9 of the directionsignal switch IE8. is moved to the left and into engagement with the contact I18. This condition insures the steady illumination of the left direction-lights I64 and I85 when the direction-signal switch I68 is subsequently closed.

When the vehicle isin motion forwardly, as described, the shaft 232 instead of remaining stationary, as theretofore, will now be rotated by the movement of the vehicle itself and in the same direction asthe direction in which the gearwheel 23 is being driven under the urge of the electric otor 231. Thus as the vehicle increases its rate of speed, the relative speeds between the rotary cam-head "I and the rotary cam-head 255 will be proportionately lessened, with the rewit that the operation of the main flashingswitch I26 will occur with decreasing frequencies.

Thus under the conditions just described, with the main flaslung-switch I26 operating as it does in conjunction with the constant-speed flashing-switch I2I, it acts, during a given halfcycle of operation of the cams 296 and 291, to cause the concurrent flashingof the speed-indicating lights I84 and I85 at frequency-rates which are inversely proportional to the forward speed of the vehicle, that is, flashes occur with progressively-decreasing frequency as the forward speed of the vehicle increases.

It is to be noted that when the vehicle is in motion forwardly as described, the shaft 268 inv stead of remaining stationary, as theretofore, will also be rotated by the movement of the vehicle and in the same direction as the direction in which the gear-wheel 298 is being driven under the urge of the electric motor 231. As the vehicle increases its forward speed to the twentyflve miles per hour rate, the relative speeds between the control-units 289 and 281 will be proportionately lessened but it is readily apparent that the bridging-member 284 will continue to overtake and engage the roller 219 and the notch 28I will be repeatedly closed in the manner as previously described. Thus the blade I31 of the speed-operated control switch I88 will be.

maintained in a flexed position to engage the said blade I81 with the contacts I39 and I48 thereof,

The locking-circuit means acts, as previously described, tq delay the operation of the constantspeed flashing-switch I2I for but a. very brief time interval to, under the present set-up of the apparatus, insure that the first flash of the speedhalf-cycle'of operation last referred to, will be equal in duration to the succeeding flash thereof, it being presumed that the speed of the veindicating lights I84 and I85, during the given the contact 99 by the action of the spring I81.

Thus, the speed-indicating lights I84 and I are not energized, under the present conditions, during the half-cycle of operation last referred to.

With respect to the auxiliary speed-indicating light I6I, at the same time that the. speed-lndicating lights I84 and I85 are being concurrently flashed as above described; the shaft 288 instead of remaining" stationary as theretofore, will now be rotated by the movement of the vehicle through the intermediary of the gear-wheels 252 and 253 and in the same direction as the direction in which the gear-wheel 22 8 is being driven under the urge of the electric motor 231 through the intermediary of the gear-wheel 231. Thus as the vehicle increases its forward rate of speed up to the ten miles perhour rate preiflously referred to, the relative speeds between the rotary cam-head 285 and the rotary cam-head 286 will be proportionately lessened, with the'result" that the operation of the auxiliary flashing-switch 12 .will occur with decreasing frequencies, and the time at which the circuit ls'closed by the said flashing-switch 12 will shift with respect to the time at which the main flashing-switch I26 and the constant-speed flashing-switch I 2| act to effect the energization of the speedindicatlng lights I04 and I05 as just above described.

Thus under the conditions just described, the auxiliary flashing-switch 12 will cause the flashing at maximum brilliancy of the auxiliary speedindicating light I6I at frequency-rates which are inversely proportional to the forward speed of the vehicle, that is, flashes occur with progressively-decreasing frequency as the vehicle increases its forward speed up to the ten miles per hour rate previously referred to. It is evident,

therefore, that slight travel of the vehicle will cause an appreciable change of time of flash of the auxiliary speed-indicating light I6I with respect to any given time during a cycle of operation of the constant-speed flashing-switch I2I. While the vehicle remains at a standstill and its operating members are maintained in the posiment will occur between the rotary cam-heads 205 and 206, so that the said cam-head 206 will no longer be reciprocated and hence the auxiliary flashing-switch 12 will cease to be operated.

As the speed of the vehicle increases above ten miles per hour, the flat face of the cam-lug 2I3 of the cam-head 205 will engage the fiat face of one of the cam-lugs 2 I2 of the cam-head 206 and thus cause the shaft 208 to drive the said camhead 206, and hence the outer clutch-member 2I1, at a one to one ratio and in consonance with the speed of the vehicle. Under such conditions, the one-way clutch acts to allow the said camhead 206 to rotate at higher rates of speed with respect to the speed at which, under other conditions, it would be rotated under the urge of the electric motor 231. Thus the gear-wheel 220 is permitted to continue to rotate at its predetermined constant rate of speed under the urge of the electric motor 231 while the said cam-head 206 changes in speed in consonance with the speed of the vehicle.

Under the conditions now being described, the auxiliary flashing-switch 12 is out of action but energization of the auxiliary speed-indicating light I6I through the resistance unit I59 maintains the steady illumination at less than maximum brilliancy of the said speed-indicating light I6I until such time as the vehicle has attained a speed forwardly at the rate of twenty-five miles per hour. Therefore, under the present conditions, the signal given between the rate of speed of ten miles per hour and the rate of speed of twenty-five miles per hour consists of the concurrent flashing of the speed-indicating lights I04 and I05 at frequency-rates which are inversely proportional to the forward speed of the vehicle during one half-cycle of operation of the cams 296 and 291, as previously described, supplemented by the steady illumination at less than maximum brilliancy of the auxiliary speed-indicating light I6I. When the forward speed of the vehicle becomes twenty-one miles per hour, the speed-indicating lights I04 and I05 are concurrently flashed three times during the halfcycle of operation just referred to, as indicated in Fig. 11.

speed as the said gear-wheel 290.

If during the forward movement of the vehicle at less than twenty-five miles per hour, under the above recited conditions, the operator proposes to turn the vehicle to the right, the blade I69 of the direction-signal switch I68 would be operated to the right to engage the said blade I69 with the contact I1I for the purpose of reestablishing the circuits to the right-direction lights I66 and I61, the circuits involved having been previously described in detail. The energization of these circuits effects the steady illumination of the said right-direction lights I66 and I61 thus supplementing the illumination of the speedindicating lights I 04, I05 and I6I which exists at any given forward rate, of speed of the vehicle at less than twenty-five miles per hour, to include with the signal indication of rate of speed and setting of various control members, the signal indication of theturning of the vehicle in the direction to the right. The signals effected, at the rate of speed of twenty-one miles per hour, under the conditions last described are indicated in Fig. 12.

In the event that the operator of the vehicle should have intended causing the movement of the vehicle in a direction to the left, instead of in a direction to the right under the conditions just described, the operator would have operated the blade I69 of the direction-signal switch I68 to the left to engage the said blade I69 with the contact I thereof. The blade I94 of the direction-light periodicity-control switch I93 is out of engagement with the contact I92, therefore, the electromagnet I89 is not energized. Thus the blade I 14 of the constant-brilliancy cutout-switch I15 is maintained in engagement with the contact I16 and-a circuit exists from the wire 69, through wire I12, the blade I69 of the directionsignal switch I68, contact I10, wire I13, the said blade I14 of the switch I15, the said contact I16, wire I86, wire I86, left-direction light I65, to ground. A 'circuit also exists from the said wire I13, wire I18, blade I19 of the direction-signal selecting-switch I80, contact I8I, wire I84, leftdirection light I 64, to ground.

The energization of the circuits just described effects the steady illumination of thesaid leftdirection lights I64 and I65 thus supplementing the illumination of the speed-indicating lights I04, I05 and I6I which exists at any given forward rate of speed of the vehicle at less than speed of twenty-five miles per hour, or slightly more, let it be presumed that the vehicle is turned in the straight-ahead direction rather than in a direction forwardly and to the left as before. Under these conditions, the blade I69 of the direction-signal switch I68 will be operated to its neutral position to thus cut the leftdirection lights I64 and I65 out of action.

Under the conditions now being described, the shaft 268, which has been rotating at increasing rates of speed by the forward movement of the vehicle and in the same direction in which the gear-wheel 290 is being driven under the urge of the electric motor 231, is rotating at the same higher rate of speed of the vehicle will 'cause the speed of the shaft 268 to exceed the speed A slightly of the gear-wheel 296, thus the roller 219 of the control-unit 266 will advance along the edge 266 of the control-unit 261 and will, under the urge of the spring 292, ride down, so to speak, the cam-surface 283' of the notch 28I therein and contact. with the driving-abutment 262. The control-unit 261 will now be driven by the control-unit 266 at a rate of speed corresponding to and changing with the speed of the shaft 266.

It will be understood that the control-unit 266 will be permitted to drive the control-unit 261 at greater rates of speed than the speed of the gear-wheel 296, which-normally drives the latter owing to the action of the one-way clutch which comprises in the main, as before noted, the outer and inner clutch-members 266 and 269. Under the condition just recited the outer clutch-memher 268 will freely ride ahead of the inner clutchmember 289 owing to the retirement of the clutchballs in the usual manner of one-way clutches of this type.

As the roller 2190f the control-unit 266 enters the notch 26I, as just above described, the said control-unit 266 will move axially toward the control-unit 261 under the urge of the spring 292, with the efiect of the movement of the blade I31 of the speed-operated control switch I36 out of engagement with the contacts I39 and I46.

By this action, the only-now-existing circuits to the speed-indicating lights I64, I65 and I6I are interrupted, whereby the energization of the same will be, from this point on, discontinued until such time as another set-up of the apparatus is made in the manner as'will be hereinafter described.

If during the forward movement of the vehicle at rates of speed. in excess of twenty-five miles per hour, it is desired to make a turn, the blade I69 of the direction-signal switch I66 will be operated either to the left or right, as the case may be, whereupon either the left-direction lights I66 and I65 or the right-direction lights I66 and I61 will be steadily illuminated,.the energization of the same being effected through the circuits which have been previously described. The signals effected as above described are graphically represented in Figs. 15 and 14 respectively.

While, in the present embodiment of the invention, energizationof the speed-indicating lights I64, I65 and I6I is not effected during the forward movement of the vehicle at rates of speed in excess of twenty-five miles per hour, when the accelerator-pedal 96 is in the depressed position, the main flashing-switch I26 is actuated in the manner as will now be described.

when in the increasing speed of the vehicle. the speed thereof reaches forty-miles per hour, the shaft 232, which has been rotating at increasing rates of speed by the movement of the vehicle and in the same direction as the direction in which the gear-wheel 23I is being driven under the urge of the electric motor 231, is rotating at the same speed as the said gear-wheel 23!. It will be understood,therefore, that a slightly higher rate of speed of the vehicle will cause the speed of the said shaft 232 to exceed the speed of the said gear-wheel 234, whereupon, the'flat faceof the cam-lug 26I of the rotary cam-head 25l will engage th'flat face of one of the four cam-lugs 266--266 of therotary cam-head 255. The cam-head 255 will now be driven by the cam-head 25I at a rate of speed corresponding to and changing with the speed of the shaft 232. Under the condition just recited the outer clutchmember' 259 will freely ride ahead of the inner M ii clutch-member 262 owing tothe retirement of the clutch-balls in the usual manner of one-way clutches of this type.

Under the conditions now being described, no further relative rotary movement will occur between the cam-heads 25I and 255, so that the said cam-head 255 will no longer be reciprocated and hence the main flashing-switch I26 will cease to be operated. It is evident, therefore, that the blade I21 of the said main flashing-switch I26 is maintained out of engagement with the con-' v tact I25 and energization of the coil H6 of the electro-magnet 1 can not be effected while the vehicle is being operated forwardly at rates of speed in excess of forty miles per hour.

In the foregoing description of operation of the vehicle in a forward direction, it has been presumed that the accelerator-pedal 96 hasbeen depressed, as before stated, to cause the active forward propulsion of the vehicle. For the purpose of description, let it be presumed that the vehicle is being operated forwardly at a rate of speed in excess of forty miles per hour. Now if the operator desires to decrease the speed of the vehicle, the said operator will remove pressure from the said accelerator-pedal 94 to permit the same to be retired by its spring 95 to thus return the blade 89 of the control switch 96 into-engagement with the contact 86, and smultaneously move' the blade M of the said control switch 96 out of engagement with the contact 93 and into engagement with the contact 92. By this action, with the resulting operation of the said control switch 96, the blade I96 of the direction-light periodicity-control switch I93 will be concurrently moved into engagement with the contact I92 thereof to re-establish the flow of current through the electromagnet I89 when the blade I69 of the direction-signal switch I66 is subsequently moved to the left and into engagement with the contact I16.

The removal of pressure from the acceleratorpedal 94 and the consequent movement of the blade 69 of the control switch 96, as "above descr'bed, will re-establish the circuit from the wire 16 to the selecting-switch 96. Under the conditions now beingdescribed, the blade I21 of the mainfiashing-switch I26 is being maintained out of engagement with the contact I25 thereof as has been previously stated. The electromagnet. II1, therefore, remains deenergized and the blade 91 of the said selecting-switch 96 is maintained in engagement with the contact I66 bythe act on of the spring I6I. The blade 9I of the control switch 96 being in engagement with'the contact 92, the circuit to the speed-indiillumination of the speedr ndioating light I indicates that pressure has been removed from the accelerator pedal 94 and the vehicle'is being operated forwardly in a straight-ahead direction at a rate of speed in excess of forty miles per hour. The signal effected as just described is graphical- 1y indicated in Fig. 17.

If during the dim nution in speed of the vehicle as above described to not less than forty miles per hour, the blade I69 of the direction-signal switch I66 should be operated to the right for in-. stance, the steady illumination of the right-direction lights I66 and I61 will be effected thus supplementing the steady illumination of the 

